5 Cylinder vs. 4?

  • Thread starter Thread starter Mark Guest
  • Start date Start date
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Mark Guest

I have had good success with several Volvos with the B2xxx engines ranging
from a'64 P1800 to some 240 series. I'm in the market for another car and I
see that Volvo has 5 clyinders on the market now. Are they as dependable and
long lasting as the B-series?

Thanks,

Mark Guest
 
We bought the 5-cylinder S70 new in 1997 ('98 model) and I am very pleased
with the engine. We don't have many miles on it (about 50K), but it has
been a good, reliable performer for us.
 
jtm said:
We bought the 5-cylinder S70 new in 1997 ('98 model) and I am very pleased
with the engine. We don't have many miles on it (about 50K), but it has
been a good, reliable performer for us.

and
Click to expand...
I know nothing about the realiability of the 5 cylinder engine, but being
Volvo, why not? What I do like is the noise they make out the tailpipe,
sounds really purposeful, like it's begging to go. Wish I could make my old
B230E sound like that. Mebbe one day I'll get one, when I can afford it !!!

Stuart.
 
Volvo's made and used the 5 cylinder for, what, a dozen years now? It's
pretty bulletproof. My experience is limited ('01 S60 2.4T, 37K miles), but
so far so good. Highly reliable.

HW
 
They're more complex, harder to work on, and you HAVE to make sure you
change the timing belt on time, but otherwise I've heard a lot of good
things about them and very few bad. They're less brute-force bulletproof
than the B21/23/230 series engines but more refined. I wouldn't hesitate to
own one.
 
Mark Guest said:
I have had good success with several Volvos with the B2xxx engines ranging
from a'64 P1800 to some 240 series. I'm in the market for another car and I
see that Volvo has 5 clyinders on the market now. Are they as dependable and
long lasting as the B-series?
Click to expand...

Can't comment on long lasting, as our 7.5 y.o. 850 is only approaching
60k miles, but we have never had any engine problems at all. It is
parked outside all winter (Chicago) and starts on the first crank
everytime.

Ours is a GLT (non-turbo) which is around 170 hp, IIRC. When the wagon
is full the pick up is unimpressive to say the least. (It seemed to have
more punch when it was younger.) OTOH, it doesn't even break a sweat
cruisin' at 80+ mph.

I think 5 cyl. is a great compromise between power and mileage, and I
have nothing bad to say about it.
 
The 2.5 Turbo Diesel is superb, although it's made by Audi. Mine's done
220,000 UK miles now, and still has a lovely 'drone' about it when you poke
the pedal. Performance is superb even at that mileage, and it really owes me
nothing! My next one will be a D5 hopefully, Volvo's own Diesel engine.
Anyone wanna buy mine? !!
On other notes, I know people who have T5s on 200,000 miles. I'm told the 2
litre unit wasn't as good as the larger ones though.
The T5 can be pickes up for an absolute bargain price now, with around
100,000 miles on the clock.
Cheers.
joe.
 
Mark said:
[...] I see that Volvo has 5 clyinders on the market now. Are they as
dependable and long lasting as the B-series?
Click to expand...

FYI: All Volvo fuel engines in the last few decades are referred to by a
code beginning with a "B".

AFAIK the first five-cylinder engine was the B5252F or the B5254F (5
cylinders, 2.5 litre, 2/4 valve per cylinder).
This number scheme was introduced around 1990 for the B6304F engine in
the 960 series.

Until then, the codes were something like B200E (2 litre, Bosch
LE-Jetronic w/o catalysator), B200F (same with LU[?]-Jetronic and
catalysator), B230F (the "standard" 740-series engine), B230FT (same
with turbo) and so on. This schmeme was introduced around 1980 and began
to become obsolete for two reasons: First, it wouldn't have made any
difference between a 5- and a 6-cylinder 2.5 litre engine (which both
were available later on), and second, there was no valve number code in
it. The 4-valve version of the B230, which appeared in the late '80s,
had already been assigned the quite inconsistent code B234.

Until somewhere around 1980, engine codes were something like B19E or
B28E (the Peugeot/Renault/Volvo V6).
 
Mark Guest said:
I have had good success with several Volvos with the B2xxx engines ranging
from a'64 P1800 to some 240 series. I'm in the market for another car and I
see that Volvo has 5 clyinders on the market now. Are they as dependable and
long lasting as the B-series?
Click to expand...

All Volvo's engines are named the Bxxxx series. The 5 cylinder all alloy
inline units are B52xy where
x - 2 point something litre i.e 2.0, 2.3, 2.5.
y - number of valves per cylinder- 2 or 4.

Letters after the numbers indicate as usual the fuel system fitted,
naturally aspirated or turbo, and if turbo high or low blow.

No they are not as tough as the red blocks, but will cover 200k given
6000mile oil changes. Much more and you are lucky and on borrowed time.

Common ailments are noisy tappets, main bearing oil seal failure flywheel
end, oil leaks around the cam carrier, and headgasket problems (esp turbos)
as mileage progresses.

A broken timing belt renders the engine total scrap.

However aside from all that they go well, reasonable on fuel, pretty tough
given maintanance, and make a glorious noise when revved.

NA 20valve units only come alive after 4000rpm unless you have a post 1999
unit which went to variable inlet cam instead of the variable inlet manifold
which improves torque. 10v units pull well at low revs but run out of steam
after 4500rpm!

2.5T (latterly 2.4T) pulls from nothing to 6000rpm and is easily the most
regarded engine, good with manual and well suited to the auto. Quicker than
a T5 from standstill due to virtually no turbo lag,

Latest 2.5T (with 210bhp) is stroked 2435cc unit and initial reports seem
that Volvo has spoilt it. Max power is at 5000rpm and it gets vocal when
worked to these speeds. Best suited to the lazy shifting auto in the s80 but
good on fuel.

Tim..

Tim..
 
Tim.. said:
and

All Volvo's engines are named the Bxxxx series. The 5 cylinder all alloy
inline units are B52xy where
x - 2 point something litre i.e 2.0, 2.3, 2.5.
y - number of valves per cylinder- 2 or 4.

Letters after the numbers indicate as usual the fuel system fitted,
naturally aspirated or turbo, and if turbo high or low blow.

No they are not as tough as the red blocks, but will cover 200k given
6000mile oil changes. Much more and you are lucky and on borrowed time.

Common ailments are noisy tappets, main bearing oil seal failure flywheel
end, oil leaks around the cam carrier, and headgasket problems (esp turbos)
as mileage progresses.

A broken timing belt renders the engine total scrap.

However aside from all that they go well, reasonable on fuel, pretty tough
given maintanance, and make a glorious noise when revved.

NA 20valve units only come alive after 4000rpm unless you have a post 1999
unit which went to variable inlet cam instead of the variable inlet manifold
which improves torque. 10v units pull well at low revs but run out of steam
after 4500rpm!

2.5T (latterly 2.4T) pulls from nothing to 6000rpm and is easily the most
regarded engine, good with manual and well suited to the auto. Quicker than
a T5 from standstill due to virtually no turbo lag,

Latest 2.5T (with 210bhp) is stroked 2435cc unit and initial reports seem
that Volvo has spoilt it. Max power is at 5000rpm and it gets vocal when
worked to these speeds. Best suited to the lazy shifting auto in the s80 but
good on fuel.

Tim..

Tim..
Click to expand...
I have a 850GLT 93, approaching 415000 km, no engine problems, timing belt
change every 80000 km.oil change twice a year (Mobil1). and stil going
strong.

Regards
Per
DK
 
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